Level-d 767 manual

What I want to know is if the expanded systems and other info, included in this product, goes much beyond what is included with the Level D. Any input would be much appreciated. Articles from Dave Barrington and Anthony Vallillo real world pilots ;2. Flight Planning Section;3. Mike Ray's Driftdown Tutorial. I have bought a number of real-world aircraft flight manuals on eBay and this rivals the best of them..

You won't regret it if you take your simming seriously. Thanks for supporting the venture to knock down a few trees! This just in 22 June : only a limited number of Print Edition Manuals are available. If you want a copy of the manual, order now. Not sure what the status of the print manual is. Contact Flight1 for details.

I am now anxiously awaiting the UPS guy for my manual I ordered this after reading the Level D thread over at Frugals. Thanks for making this available! Yes, there are STILL people around who love good printed manuals, especially for complex flight sims like this one.

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Displayed speed is also indicated by the amber reference bug on the airspeed gauge. Adjust by clicking to the left and the right of airspeed select knob or by placing the mouse cursor over the airspeed display window and scrolling the mouse wheel.

Airspeed range is from to Mach speed range is from. The airspeed may also be adjusted by placing the mouse cursor over the airspeed display window and scrolling the mouse wheel.

Opens the speed window for manual selection of speed via mouse click. Press a second time to transfer speed control back to the FMC. Selected heading also displayed on the EHSI heading bug.

Adjust by clicking on either side of the SEL knob or by placing the mouse cursor over the heading display window and scrolling the mouse wheel. Selector is set to AUTO by default.

Bank angle is limited to the selected value. AFDS maintains heading at the time of selection when wings are level. Movement of the heading selector has no effect in this mode.

Sets the heading in the HDG window. Heading is changed by clicking on the window or next to the SEL knob. Current lateral mode remains active until LNAV is engaged.

Pressing the LNAV button a second time cancels the armed mode. FMC controls heading to track the programmed route. Note An FMC route must be activated for this mode to function.

Pressing BCRS button a second time cancels the armed mode. AFDS captures the localizer back course and controls heading to track. Current lateral mode remains active until LOC is captured.

Pressing the LOC button a second time cancels the armed mode. AFDS captures the localizer and controls heading to track inbound. Localizer cannot intercept at angles greater than degrees. Pressing the APP button a second time cancels the armed modes. AFDS controls pitch to maintain glideslope path. Localizer cannot intercept at angles of greater than degrees. Once engaged, the APP mode can only be cancelled by disengaging the autopilot and turning off both ight director switches.

Displays current aircraft vertical speed when initially opened. Adjust by clicking on the thumb wheel or by placing the mouse cursor over the vertical speed display window and scrolling the mouse wheel. Adjusts the vertical speed in foot increments. Autothrottle enters SPD mode if already engaged.

Resets the airspeed window to the current aircraft airspeed. Pitch is adjusted by the AFDS to maintain the selected airspeed. Transfers control of the climb, cruise or descent to the FMC. Engages the autothrottle in an appropriate mode if armed. The airspeed window blanks out as airspeed control is transferred to the FMC. When operating in a vertical mode, AFDS levels off at this selected altitude.

Altitude warnings are generated based on displayed altitude. Adjust by clicking on either side of the select knob or by placing the mouse cursor over the altitude window and scrolling the mouse wheel. Changes altitude in foot increments. Adjust altitude by clicking on the sides of the knob. Each button engages the respective autopilot. Only one autopilot may be engaged except Autoland. When engaged, the autopilot automatically moves the ight controls based on selected AFDS modes.

Multiple Autopilot Operation Autoland Selecting two or three autopilots. When in the APP mode, the selection of multiple autopilots is possible to allow for an automatic landing. AFDS automatic multi-channel. All available autopilots are armed to engage for Autoland automatically with the selection of the APP mode. Multi-channel option un-checked Pressing the unlit CMD buttons for the remaining autopilots after APP mode has been selected arms the autopilots to engage for an autoland.

The Autoland Status of the aircraft is annunciated on the ASA at feet radio height as the multiple autopilot operation engages. Autopilot Disengage Bar Press to disconnect power to the autopilots. Disengages all active autopilots when pressed. The disengage bar remains in the disengage position until pressed again. Disengagement of any autopilot results in a Master Warning that must be cancelled by pressing the disengage bar a second time.

LAND 3 Displays when three autopilots are engaged for an autoland. Displays after all three autopilots are engaged 1 3 passing feet radio height. LAND 2 Displays when two autopilots are engaged for an autoland. Displays after two autopilots are engaged passing feet radio height.

Indicates that the selected operating systems have tested OK for an automatic landing. This message appears only after the Autoland self-test when passing feet radio height and a fault has caused the system to downgrade to LAND 2. Engagement of multiple autopilots is not possible with this status message displayed.

This message appears at any time a fault is detected which prevents engagement of the autopilots for an automatic landing. Autoland Status Test Buttons Press to test the autoland status messages. When pressed, messages blank out and return only if the limiting conditions still exist. AC and DC electrical buses distribute power to various aircraft systems. Power distribution is handled automatically via a bus tie system based on a priority order. Pilot interaction is normally limited to selection of the APU and external power on the ground.

Battery Power The aircraft battery is controlled via a latch switch at the top of the electrical panel and is left in the ON position for all normal operations. The battery provides basic DC power to essential systems when no other power supply is available. If no other power source is available, the battery can provide power to these systems for about 30 minutes.

This additional control over the Standby Buses is important because these buses provide power for the standby ight instruments as well as some basic warning circuits. In the AUTO mode, power is supplied to the standby buses automatically based on priority battery being last. With the selector in BAT, the battery alone supplies power to the standby buses and the battery will discharge even if other sources are available.

With the selector OFF, the standby buses are not powered. The selector is placed in the AUTO mode for normal operations. The other modes are used for non-normal operation of the electrical system.

The APU can be used on the ground or in ight to provide electrical and pneumatic power. The APU can satisfy the demand of all electrical systems. The APU is normally used when the aircraft is at the gate and for starting the engines. Control of the APU is provided by a rotary selector switch near the bottom of the electrical panel.

Electrical power distribution from the APU is controlled by the APU generator breaker near the top of the electrical panel.

The APU start cycle takes 60 seconds. It is possible to cancel the shutdown sequence during the cool down period by momentarily placing the start switch to START. Removal of external power from the airplane is also done from the menu. External power is not automatically used by the electrical system. Illumination of the AVAIL light in the push button only indicates that external power is available for use. Pushing the push button applies external power to the electrical system as indicated by illumination of the ON light.

Once selected, external power has priority over all other electrical sources. External power is not automatically removed from the electrical system except during engine start. After an engine is started, the respective engine generator automatically powers the respective electrical system. The external power connection must be manually removed from the aircraft using the Level-D Ground Requests menu. It is the power source for the following instruments:.

Left and right engine driven generators are tied into the Captains basic ight instruments electrical system via generator control breakers. Right Hydraulic Elec.

Once systems with the exception of those found on the Standby disconnected, the drive can only be reconnected on the and Battery buses. In normal operations, with both engine generators operating, the Bus Tie switches isolate the Left and Right electrical systems so that each generator supplies power to its respective Main AC Bus.

Control for this system is provided by two Bus Tie switches on the electrical panel. The Bus Tie switches control power to their respective Main AC bus based on the following priority: 1. On side engine-driven generator. APU generator. Opposite side engine-driven generator. These buses control power for galley items and the left and right recirculation fans.

These switches are left ON for all normal operations. During engine starts these buses automatically load shed to conserve electric power for the start. The selection of External Power overrides all of these power sources.

In this case, both Bus Tie switches close to allow external power to reach each Main AC bus and any generator engine or APU supplying power would be removed from the system. External power is automatically removed from the system after both engines are started. Power is automatically supplied to the system when required, provided the APU is running.

Indicates that external power is being used to power the aircraft systems. Automatic control of power to the AC buses. Prevents two power sources from powering the same bus. Manually isolates the respective AC bus.

Engine generator is the only power source available to the respective Main AC bus. Utility Bus Control Switches Controls power to the utility buses. Switch OUT Utility bus is turned off. OFF The bus is not powered. Generator Control Switches Controls the power from the respective engine driven generator. Switch IN Provides automatic control of the respective engine generator. OFF The Generator breaker is open and power is not available to the system. Generator Drive Disconnect Switches Physically disconnects the generator drive from the engine when doubleclicked.

Once disconnected, the generator is no longer available for use and can only be reconnected on the ground via the Level-D Ground Requests menu. DRIVE Illuminates if the generator drive oil temperature is high, the generator oil pressure is low, or the generator drive has been disconnected. The battery is connected to the battery bus. Normally ON for all operations. The battery switch is OFF. Power to the Standby Buses is automatically controlled. The Standby Buses are powered from the Battery only.

Some critical instruments will fail in this case ex. Standby ight instruments. A spring-loaded position that initiates the APU start sequence. The RUN light ashes twice to indicate the beginning of start. If the APU is in the cool-down period i. The APU start cycle takes approximately 60 seconds. Automatically shuts down. Momentary illumination indicates that the APU fuel valve is in transit during starting and shutdown. ON Standby Power Selector OFF or External Power OFF Battery Switch Left or right generator drive oil pressure is low or generator drive oil temperature is high.

APU has shutdown or a fault. Battery switch is OFF. Main battery is discharging. Standby bus is not receiving power. The left or right utility bus is not powered. An autothrottle system is available and can provide automatic power control for all phases of ight.

The FMC contains performance information for the engines and co-ordinates with the autothrottle and TRP to control engine power for de-rated takeoffs as well as VNAV climb, cruise and descent. Engine Controls Primary control of engine power is by the throttles located on the center pedestal called up by pressing PDST on the main panel. The throttles can be controlled manually by the pilot or automatically through the use of the autothrottles.

When the autothrottle is in use, the pilot can still override them by moving the throttles manually. However, the power setting previously commanded by the autothrottle is always restored when released. One exception to this is the throttle hold mode. This gives the pilot complete control over power settings. The use and operation of the autothrottle is described in more detail in the AFDS section. Engine indications on the EICAS screen will change color to indicate parameters that are in a caution range or exceeding a limit.

Yellow indicates the caution range and red indicates the limit range. This index line represents the minimum N2 for placing the fuel control switch to RUN. Placing the fuel control switch to RUN at an N2 below the index line may cause engine start problems. A two-position switch controls the display of engine data. In the ON position engine data is displayed at all times. The EEC switches on the overhead control the electronic engine control system.

The EEC acts to limit power settings to prevent damage to the engines. When the system is ON, pushing the throttles to the limit results in the maximum power setting available without causing Engine Fuel Control damage to the engines.

This power setting is indicated Fuel control switches located on the throttle quadrant on the engine display with an amber line. The Engine Valve is and engine damage may occur. Both valves must open The two center CRTs on the main panel are referred to to permit the ow of fuel to the respective engine. Each engine has a start valve along with N1 and EGT engine data.

This screen is and two igniters. The start switch controls the opening displayed continuously when the Left Main AC Bus is and closing of the respective start valve.

The igniter powered. The lower EICAS screen displays secondary switch selects which of the two igniters will be used for the engine data as well as information about other systems start in either engine. Normally this can be dimmed individually by using the knobs below the switch is left in the AUTO position.

The secondary engine data display can be the start valve. The CONT position provides ignition while the respective upper or lower screen is displayed.

The igniter switch indicates which of the two igniters in each engine is used for starting and CONT mode operation. When 1 is selected, the number 1 igniter is used. When 2 is selected, the number 2 igniter is used. When BOTH is selected, both igniters are used in each engine. Engine Starting Engine starts require the use of bleed air, electric power and fuel. Bleed air can be supplied by the APU, the other engine, or an external air source. The aircraft battery is the minimum electric requirement for engine start.

The fuel to each engine is supplied under pressure via electric fuel pumps. A minimum of 25psi duct pressure is required. Placing the engine start switch to GND initiates the engine start.

This action opens the start valve which permits bleed air to rotate the engine. A magenta index line on the N2 gauge indicates the minimum N2 for adding fuel. When N2 is above the index line, the fuel control switch can be moved to RUN to introduce fuel into the engine.

Light-off occurs soon after as indicated by an increase in EGT. The engine then stabilizes at idle thrust. The maximum power setting available is always the EEC limit indicated by the amber line on the N1 gauge.

When the autothrottle is in use, the TRP power reference is the maximum power available for use by the autothrottle in the engaged mode. CRZ is the cruise power mode. CON is the continuous power mode. GA is the go-around power mode. In the TO mode, the computer calculates the maximum takeoff power for the current outside air temperature. In the D-TO mode, a temperature higher than current airport temperature called the assumed temperature is used to calculate the reduced thrust setting.

This temperature is entered into. The assumed temperature is calculated primarily on the basis of aircraft takeoff weight for a given airport runway. Pre-selection of a reduced climb power mode can be done on the ground using the TRP buttons. This indicates that the selected de-rated CLB mode will engage after takeoff. Switching between engaged climb modes is accomplished via the TRP buttons. Subsequent switching between de-rated climb modes is accomplished by selecting the other mode button on the TRP.

However, canceling a de-rated climb mode is accomplished by selecting the button corresponding to the presently engaged de-rate mode. Pressing CLB in this case will have no effect on the engaged mode. When the autothrottle is in use, the CRZ thrust index represents the maximum power available for use by the autothrottle in cruise, even though less power is generally required to maintain airspeed.

This mode is generally used during single engine operations or while in icing conditions. The GA mode is automatically engaged when aps are selected to 1 while on approach for landing. The GA mode displays the maximum go-around power setting to be used in the event of a go-around. Provides auto-ignition ameout protection. This is the normal position of the start switch during ight.

Turns on selected ignition source continuously. This position is used during turbulence or heavy precipitation. Turns on both ignition sources continuously. Used for in-ight engine windmill restarts. The BOTH position is used for abnormal condition starts or cold weather operations. Start Valve Light When illuminated, indicates that the start valve is not in the commanded position. Illuminates when the start valve is in transit during engine start.

Engine Fuel Control Located on the pedestal. Engine Fuel Control Switches control the ow of fuel to the engines. Indicates that the engine valve is not in the commanded position.

Illuminates momentarily when the valve is in transit. Indicates that the spar valve is not in the commanded position.

The EECs monitor autothrottle and ight crew inputs through the thrust levers to automatically control the engines. Engine thrust is not limited and can be set beyond maximum limits.

N1 Data Display 3. Exhaust Gas Temperature 4. A white 1 or 2 in this display indicates a de-rated climb mode has been pre-selected. De-rated takeoff thrust. Full climb power. Climb 1 mode de-rated climb power. Climb 2 mode fully de-rated climb power. Cruise power. Maximum continuous power. Go-around power. N1 Digital Display Displays the current N1 power setting. N1 Pointer Display: Displays the current N1 power setting in dial format.

Command Thrust Display This extended arc is called the command sector. It shows the difference between current engine N1 and the commanded N1 based on power lever position. This pointer shows the same value as the N1 Thrust Digital Reference.

N1 Limit Pointer Displays the N1 limit for each engine. This limit is determined by the EEC which acts to restrict power to this limit regardless of the power lever position. Oil Data Engine oil pressure psi : white normal operating range red operating limit reached.

Engine oil temperature degrees C : white normal operating range amber caution range reached red operating limit reached. Maximum Engine Limits 2. Display is blank in normal operations. Allows manual selection of the desired thrust reference mode overrides the FMC selection.

In ight, selects GA mode. If a de-rated climb mode is engaged, selecting CLB has no effect. TO 1 or TO 2 is displayed. In ight, selects or cancels de-rated climb mode.

CON button In ight, selects maximum continuous thrust limit. CRZ button In ight, selects cruise thrust limit. Automatically selected when level at FMC programmed cruise altitude. Sets assumed temperature. ON Ignition Selector OFF Pneumatic Pressure Associated system advisories are inhibited. Left or Right engine oil pressure is low with engine running. Reverse lockout has malfunctioned in ight. Fire detection only is also available for the wheel wells. A Master Warning and Fire Bell is activated when a re is detected in any of these systems.

Controls for extinguishing a re are found on the pedestal. Engine Fire and Overheat The engines are continuously monitored for re and overheat. A two loop system in each engine is utilized for detection. If a re is detected by the loop system, the following actions occur:. Wheel Well Fire The wheel wells are continuously monitored for re.

Respective engine re handle illuminates red. There are no re protection devices installed to ght a wheel well re. The only procedure available is to lower the landing gear and land at the nearest suitable airport. Cargo Fire The forward and aft cargo compartments are monitored for re. The FIRE light illuminates. Central Warning Fire Bell is activated. The only way to remove the other re warnings is to eliminate the re. Each engine has a re handle that is used to contain an engine re.

The re handles illuminate red when a re is detected in the associated engine. There are two re extinguishing bottles installed to ght a re in either engine. The re bottles are controlled by the re handles. Pulling the engine re handle does the following:. There are three re bottles available for use in the cargo compartments.

The discharge of these bottles is handled Shuts down all systems associated with engine automatically once a discharge has been initiated. This initiates the automatic discharge of the re handle to the left or right. If the re is not extinguished in 30 seconds, rotate the re handle in the opposite direction bottles into the armed compartment. The only indication that a re has been put out is the elimination of the re warnings ie.

Fire handle is no longer illuminated. Pulling the APU re handle arms this bottle for discharge. Rotating the re handle in either direction discharges the APU re bottle. The only indication that an APU re has been put out is the elimination of the re warning ie. APU Fire handle is no longer illuminated. Engine Fire Handle Illuminates red if a re is detected.

To pull the handle out, press on the center of the handle. To discharge bottle 1, press in the area on the left side of the handle. To discharge bottle 2, press in the area on the right side of the handle. To discharge the re bottle, press in the area of either the top or the bottom of the DISCH arrows on top of the re handle. Press to ARM the compartment for respective re bottle discharge.

Located on the Pedestal. Illumination of the FIRE light. Fire bell is activated. Illumination of all indicator lights associated with each system. Fire is detected in the APU.

Fire is detected in the engine. Smoke is detected in the FWD cargo compartment. Wheel well temperature is excessive. Cargo bottle 1 or 2 pressure is low. Engine re extinguisher bottle 1 or bottle 2 pressure is low. Flight Controls Flight controls on the are broken down into two groups. Primary ight controls are the elevators, ailerons and the rudder.

Secondary ight controls are the leading edge slats, trailing edge aps, stabilizer trim, aileron trim, rudder trim, and the spoilers.

Some of these controls have an absolute requirement for hydraulic power to function. Others have electrically powered alternate systems to serve as a backup. Primary Flight Controls The elevators, ailerons and rudder are controlled via the yoke, keyboard or the autopilot.

These control surfaces have an absolute requirement for hydraulic power to function. They receive hydraulic power from all three hydraulic systems in a combination to provide redundancy in case of partial hydraulic system failure. If hydraulic power is completely lost due to a dual engine ameout, a Ram Air Turbine RAT in the center hydraulic system is automatically deployed.

The RAT provides sufcient hydraulic power in the center system for movement of all primary ight controls. The RAT can be deployed manually via an overhead panel switch if required. A minimum airspeed of knots is required for the RAT to function properly. The ailerons have an inboard and an outboard control surface on each wing. The outboard ailerons are locked out as speed increases. This limits the twisting moment on the wings at higher airspeeds.

The inboard ailerons droop when the trailing edge aps are deployed. This permits greater aileron control and lift during ap deployment. The distribution of hydraulic power to the primary ight controls is such that one hydraulic system is capable of providing partial control to the essential control surfaces. The elevators and rudder receive hydraulic power from all three hydraulic systems. The ailerons receive hydraulic power as follows:. Selecting aps to 1 moves only the leading edge slats into position.

The trailing edge aps begin to move with the selection of aps 5. The normal takeoff ap setting is 5 and The normal landing ap setting is Flaps 25 may be used when conditions require the use of a reduced ap setting i. Flaps 20 is used only for a single engine emergency landing.

If either of these cautions is received, the alternate ap system may be used to correct the ap malfunction. Alternate ap controls are available to move the aps electrically. The captain explains most of the functions of the flight deck, and also the North Atlantic tracks, something that as a Virtual pilot, you should make yourself aware of, as the real aircraft cross the Atlantic more times per day than the more famous Concorde and did when put together.

Despite PIC having great 2D panels, the visuals were the let down of that product. With the new ER, you will find it hard to believe that it is not the real thing. From the tip of the nose, past the pitot antennae, under the wing roots, around the undercarriage and up to the tail you cannot fail to see that this looks like the real thing from the outside, as much as it feels like you are flying on the inside.

Both the CD version and the download version come installed with only one livery, the Level D house scheme. This is of course fictitious, and you will want to have some real ones.

As textures are one of the most integral parts of a good visual, it is good to see that Level D have acknowledged this and put a lot of effort into it. And performance has also been taken into account. Both 32bit high quality textures and DXT3 textures are available for download depending on your preference. Once you have downloaded the schemes you want, you can then install them through the excellent repaint manager, in little time.

I have a fairly fast system, but when on the runway at airports like the default Heathrow I got around fps in all views. It is not the biggest frame hog on my system, but it is not the easiest either. Standing on the outside is all very well and nice, but it is the cockpit that you really will enjoy. Sitting in the VC, it feels like you are home.

Textures are superb, with the animations of throttle levers, wipers, parking breaks etc smoothly displaying. Unfortunately the overhead is not modeled in 3D, but is fully clickable, as is the whole of the flight deck. When you click on the FMC, a pop up of it's 2D counterpart appears, for easier programming. Other click spots allow for various 2d panels to appear, however, their 3D counterparts do work. The superb level of detail in the fine VC also appears on the 2D panels.